Journal articles on the topic 'Urban transportation Victoria Melbourne'
To see the other types of publications on this topic, follow the link: Urban transportation Victoria Melbourne.
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the top 50 journal articles for your research on the topic 'Urban transportation Victoria Melbourne.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Browse journal articles on a wide variety of disciplines and organise your bibliography correctly.
1
Gharehbaghi, Koorosh, Bambang Trigunarsyah, and Addil Balli. "Sustainable Urban Development." International Journal of Strategic Engineering 3, no. 2 (July 2020): 59–72. http://dx.doi.org/10.4018/ijose.2020070104.
Full textAbstract:
Due to Melbourne's ongoing growth, there is continuous pressure on its transportation infrastructure. Further, to maintain its position as one of the most livable cities in the world, Melbourne needs to always look at ways to optimize technology and lifestyle while being conscious of its effects on the environment in order to encourage a sustainable development agenda. Such a stance is part of Melbourne's future sustainable urban development strategy including ‘Melbourne 2017-2050.' As a part of such strategy, this article discusses the possibility of underground urban structures (UUS) to further alleviate Melbourne's continuous urban development problems. Four case studies, Lujiazui, Hongqiao, Montreal, and Helsinki, were studied. These four case studies have some comparability with Melbourne's CBD. Particularly, both Montreal and Helsinki have relevance to Melbourne which is appealing. Predominantly, these two cities' main objective of UUS matches that of Melbourne's long-term urban planning goals. Noticeably, improving the livability along with reducing building operational costs are central to Melbourne's 2017-2050 planning and beyond. According to Melbourne 2017-2050, as a sustainable urban development focus, the city's high livability needs to be maintained together with finding alternative ways to reducing building operational costs. This research would thus serve as a springboard to further investigate the UUS for Melbourne city.
2
Lu, Jie, Chaojie Liu, and Michael Buxton. "THE IMPACT OF URBAN GROWTH BOUNDARIES IN MELBOURNE ON URBAN SUSTAINABLE DEVELOPMENT." Engineering Heritage Journal 5, no. 1 (March 16, 2021): 34–41. http://dx.doi.org/10.26480/gwk.01.2021.34.41.
Full textAbstract:
The consensus of using the compact city as a model for urban sustainable development has inevitably led to governments restricting outer urban expansion as an urban management tool. Urban growth boundaries (UGBs) have become one of the most widely used policy tools to achieve this goal. To evaluate the impact of UGBs on urban sustainable development in Melbourne, Australia, we compare the temporal and spatial changes of population, dwelling density, and growth before and after the implementation of the UGB policy in the Melbourne metropolitan area. The results indicate that, since the implementation of the UGB policy, the urban population, dwelling density, and growth have significantly accelerated; however, nearly half of the new population is located on the urban fringe. Based on the pressure of population growth, the UGB in Melbourne has been adjusted frequently, which has reduced its binding force on urban growth. Herein, we focus on the reasons for amendments to the Melbourne UGB, namely, urban density and the intensity of urban land use and compare the UGB policies of the Melbourne and Portland, Oregon (USA), metropolitan areas. We argue that the state government should restrict urban growth boundaries and increase urban density. At the same time, UGB policy must be coordinated with broader government policy, such as urban land use, urban transportation, and environmental planning, and a mechanism should be established to release land supply in defined areas. In addition, governments should expand public participation in the UGB amendment process and in supporting the implementation of the UGB policy
3
Eastwood, Kathryn, Dhanya Nambiar, Rosamond Dwyer, Judy A. Lowthian, Peter Cameron, and Karen Smith. "Ambulance dispatch of older patients following primary and secondary telephone triage in metropolitan Melbourne, Australia: a retrospective cohort study." BMJ Open 10, no. 11 (November 2020): e042351. http://dx.doi.org/10.1136/bmjopen-2020-042351.
Full textAbstract:
BackgroundMost calls to ambulance result in emergency ambulance dispatch (direct dispatch) following primary telephone triage. Ambulance Victoria uses clinician-led secondary telephone triage for patients identified as low-acuity during primary triage to refer them to alternative care pathways; however, some are returned for ambulance dispatch (secondary dispatch). Older adult patients are frequent users of ambulance services; however, little is known about the appropriateness of subsequent secondary dispatches.ObjectivesTo examine the appropriateness of secondary dispatch through a comparison of the characteristics and ambulance outcomes of older patients dispatched an emergency ambulance via direct or secondary dispatch.DesignA retrospective cohort study of ambulance patient data between September 2009 and June 2012 was conducted.SettingThe secondary telephone triage service operated in metropolitan Melbourne, Victoria, Australia during the study period.ParticipantsThere were 90 086 patients included aged 65 years and over who had an emergency ambulance dispatch via direct or secondary dispatch with one of the five most common secondary dispatch paramedic diagnoses.Main outcome measuresDescriptive analyses compared characteristics, treatment and transportation rates between direct and secondary dispatch patients.ResultsThe dispatch groups were similar in demographics, vital signs and hospital transportation rates. However, secondary dispatch patients were half as likely to be treated by paramedics (OR 0.51; CI 0.48 to 0.55; p<0.001). Increasing age was associated with decreasing treatment (p<0.005) and increasing transportation rates (p<0.005).ConclusionSecondary triage could identify patients who would ultimately be transported to an emergency department. However, the lower paramedic treatment rates suggest many secondary dispatch patients may have been suitable for referral to alternative low-acuity transport or referral options.
4
Walter, Susan M. "Victorian Bluestone: a proposed Global Heritage Stone Province from Australia." Geological Society, London, Special Publications 486, no. 1 (September 20, 2018): 7–31. http://dx.doi.org/10.1144/sp486.1.
Full textAbstract:
AbstractVictorian Bluestone is proposed as a Global Heritage Stone Province from Australia. Numerous heritage stones occur within this province and of these Malmsbury Bluestone is suggested as a Global Heritage Stone Resource. Bluestone, an iconic basalt dimension stone from Victoria, is used domestically and internationally with a recognized heritage value. Sources are located in urban and country areas of Victoria some of which are still utilized for dimension stone. In many instances bluestone has superior technical characteristics, including durability, that surpass high-quality commercial sandstones, despite an architectural preference for lighter-coloured stones. These characteristics are matched by the diversity of significant uses for domestic, commercial and infrastructure purposes especially in Victoria. Notable examples include the Spotswood Pumping Station, Malmsbury Viaduct, the Graving Dock (Williamstown), Malmsbury Reservoir, St Patrick's Cathedral (Melbourne), Kyneton Railway Station and Ararat Gaol. If the bluestone used in pavements and drains is also considered, Victorian Bluestone could be described as Australia's most prominent infrastructure heritage stone. Bluestone use in Melbourne dates from the 1840s, in the other states of Australia and in New Zealand from 1873, with international interest from Asia between 1860 and 1880. The stone continues to be utilized widely around Australia and is also exported.
5
Nourmohammadi, Fatemeh, Mohammadhadi Mansourianfar, Sajjad Shafiei, Ziyuan Gu, and Meead Saberi. "An Open GMNS Dataset of a Dynamic Multi-Modal Transportation Network Model of Melbourne, Australia." Data 6, no. 2 (February 19, 2021): 21. http://dx.doi.org/10.3390/data6020021.
Full textAbstract:
Simulation-based dynamic traffic assignment models are increasingly used in urban transportation systems analysis and planning. They replicate traffic dynamics across transportation networks by capturing the complex interactions between travel demand and supply. However, their applications particularly for large-scale networks have been hindered by the challenges associated with the collection, parsing, development, and sharing of data-intensive inputs. In this paper, we develop and share an open dataset for reproduction of a dynamic multi-modal transportation network model of Melbourne, Australia. The dataset is developed consistently with the General Modeling Network Specification (GMNS), enabling software-agnostic human and machine readability. GMNS is a standard readable format for sharing routable transportation network data that is designed to be used in multimodal static and dynamic transportation operations and planning models.
6
Entwisle, TJ. "Phenology of the Cladophora-Stigeoclonium community in Two Urban Creeks of Melbourne." Marine and Freshwater Research 40, no. 5 (1989): 471. http://dx.doi.org/10.1071/mf9890471.
Full textAbstract:
Cladophora glomerata and Stigeoclonium tenue dominate lowland urban creeks in the Yarra River basin of south-central Victoria. In Darebin and Merri Creeks, Cladophora produces extensive mats in summer and autumn, and is mostly replaced by Stigeoclonium in winter and spring. Although Stigeoclonium can grow all year round, it only outcompetes Cladophora in winter and spring, when air temperatures range between a maximum of < 15� C and a nightly minimum of < 10� C (water temperature < 15� C, usually about 10� C). The seasonal composition and abundance of these macroalgae depend on temperature and on the severity of, and time since, the last floods, and the effect that these factors have on interspecific competition. Features of the microhabitat (e.g. photon irradiance, substratum stability and composition, and mean flow rates) determine the range of these variations. The biomass of both macroalgae fluctuates widely; this is due mainly to floods, which can remove almost the entire standing crop. In off-seasons, both species are maintained by small resilient plants or protected populations (in culture, plants remain viable after up to 6 months in complete darkness). Filaments of Cladophora readily produce zoospores and new vegetative growth following dormancy. The prostrate thallus of Stigeoclonium initiates new erect filaments before zoospores are produced. An understanding of the large local and seasonal variations in macroalgal biomass is essential for biological monitoring programmes.
7
Phillips, D. I. "A new litter trap for urban drainage systems." Water Science and Technology 39, no. 2 (January 1, 1999): 85–92. http://dx.doi.org/10.2166/wst.1999.0091.
Full textAbstract:
Litter is generated in shopping areas and is washed or blown into stormwater drainage systems. These convey the litter to open water bodies leading to the accumulation of non-biodegradable litter on the banks and beaches of urban waterways and bay foreshores. The increasing public awareness of the problem prompted the State Government of Victoria to provide funding to develop an innovative patented litter trap known as the In-line Litter Separator (ILLS). The ILLS is retrofitted to the drainage system downstream of shopping areas and removes litter and other pollutants from the passing stormwater. In a two-year development program, ten prototypes were installed and tested in the Melbourne and metropolitan area. The results were so successful that the ILLS is now manufactured in Australia and overseas under license from Swinburne University. This paper presents the performance criteria, the design concepts, the outcomes of laboratory and hydrologic modelling and the analyses of prototype test results that led to the commercial production of the ILLS.
8
Kinuthia-Njenga, Cecilia, and Charles Ndungu. "Addressing The Hiv/Aids and Urban Development Nexus in the Lake Victoria Region." Open House International 33, no. 4 (December 1, 2008): 16–22. http://dx.doi.org/10.1108/ohi-04-2008-b0003.
Full textAbstract:
UN-HABITAT's experiences in the Lake Victoria region and Sub-Saharan Africa show that the underlying causes of the HIV/AIDS epidemic and its consequences on urban development must be urgently and comprehensively addressed. The epidemic affects all sectors of urban development, including housing, transportation, water, and access to health services. Development agencies, whose mission is urban development, have thus started to recognise that achieving their objectives is difficult without addressing and mitigating the impact of the epidemic. A comprehensive policy and programming is required to mitigate both the spread and the effects of the epidemic. Consequently, UN-HABITAT, working with partners and city authorities around Lake Victoria, has embarked on an HIV/AIDS mainstreaming strategy in its Slum Upgrading and Poverty Reduction programme. Related activities and lessons are presented.
9
Swamikannu, X., D. Radulescu, R. Young, and R. Allison. "A comparative analysis: storm water pollution policy in California, USA and Victoria, Australia." Water Science and Technology 47, no. 7-8 (April 1, 2003): 311–17. http://dx.doi.org/10.2166/wst.2003.0704.
Full textAbstract:
Urban drainage systems historically were developed on principles of hydraulic capacity for the transport of storm water to reduce the risk of flooding. However, with urbanization the percent of impervious surfaces increases dramatically resulting in increased flood volumes, peak discharge rates, velocities and duration, and a significant increase in pollutant loads. Storm water and urban runoff are the leading causes of the impairment of receiving waters and their beneficial uses in Australia and the United States today. Strict environmental and technology controls on wastewater treatment facilities and industry for more than three decades have ensured that these sources are less significant today as the cause of impairment of receiving waters. This paper compares the approach undertaken by the Environmental Protection Authority Victoria for the Melbourne metropolitan area with the approach implemented by the California Environmental Protection Agency for the Los Angeles area to control storm water pollution. Both these communities are largely similar in population size and the extent of urbanization. The authors present an analysis of the different approaches contrasting Australia with the USA, comment on their comparative success, and discuss the relevance of the two experiences for developed and developing nations in the context of environmental policy making to control storm water and urban runoff pollution.
10
Rosenbloom, Sandra, and Jennifer Morris. "Travel Patterns of Older Australians in an International Context: Policy Implications and Options." Transportation Research Record: Journal of the Transportation Research Board 1617, no. 1 (January 1998): 189–93. http://dx.doi.org/10.3141/1617-26.
Full textAbstract:
International data and data from a major household travel survey undertaken in Melbourne, Victoria—the Victorian Activity Travel Survey (VATS)—are used to address the following questions: ( a) to what extent can older people meet their own transportation needs when they cannot drive, and ( b) what special safety concerns are raised now and in the future by the growing number of older drivers. VATS data show that Australian travel patterns parallel those observed in other developed countries: older people are increasingly more reliant on the car. The number of trips that will be lost when they must give up or reduce driving is substantial. Policy makers must start now to understand the dimension of the problem and the ways in which it can be addressed.
11
Rowe, Emma E. "The discourse of public education: an urban campaign for a local public high school in Melbourne, Victoria." Discourse: Studies in the Cultural Politics of Education 35, no. 1 (November 2, 2012): 116–28. http://dx.doi.org/10.1080/01596306.2012.739471.
Full text
12
Hurlimann, A. C. "Urban versus regional – how public attitudes to recycled water differ in these contexts." Water Science and Technology 57, no. 6 (March 1, 2008): 891–99. http://dx.doi.org/10.2166/wst.2008.167.
Full textAbstract:
This paper reports findings from a comparative study which investigated public attitudes to recycled water in two Australian locations both in the state of Victoria: the capital city, Melbourne, and Bendigo, an urban regional centre. Two commercial buildings were used as case studies, one at each location. These buildings will soon be using recycled water for non-potable uses. The study was facilitated by an on-line survey of future occupants of both buildings to gauge their attitudes to recycled water use. Specifically the paper reports on happiness/willingness to use recycled water for various uses and attitudinal factors which were found to influence this. The circumstances for potable water availability and recycled water use differ in Melbourne and Bendigo, making this study a significant contribution to understanding public acceptance of recycled water use in these different contexts. No significant difference in happiness to use recycled water was found between locations. However, prior experience (use) of recycled water was found to be a significant and positive factor in facilitating happiness/willingness to use recycled water, particularly for closer to personal contact uses such as showering and drinking. Various attitudinal and demographic variables were found to influence happiness to use recycled water. Results indicate it is not just the locational context of water availability that influences happiness to use recycled water, but a person's experience and particular perceptions that will facilitate greater willingness to use recycled water.
13
Rubinstein, Hilary L. "Sue Silberberg, A Networked Community: Jewish Melbourne in the Nineteenth Century. Carlton, Victoria: University of Melbourne Press, 2020. xi + 244pp. Illus. Bibliography. $A34.99." Urban History 48, no. 2 (April 6, 2021): 414–15. http://dx.doi.org/10.1017/s0963926821000092.
Full text
14
Leshinsky, Rebecca. "Touching on transparency in city local law making." International Journal of Law in the Built Environment 8, no. 3 (October 10, 2016): 194–209. http://dx.doi.org/10.1108/ijlbe-01-2016-0001.
Full textAbstract:
Purpose The purpose for this paper is to share jurisdictional knowledge on local law-making theory and praxis, an area of law not well represented in the literature despite its involvement in day-to-day life. Design/methodology/approach The paper not only shares knowledge about the local law-making process in Melbourne, Australia, but also explores attitudes to local law-making gathered through semi-structured interviews from a sample of relevant stakeholders. Findings The paper reports on findings from a study undertaken in Melbourne, Australia. Stakeholder perceptions and attitudes were canvassed regarding local law-making in the areas of land use planning and waste management. Overall, stakeholders were satisfied that Melbourne is a robust jurisdiction offering a fair and transparent local law-making system, but they see scope for more public participation. Research limitations/implications The findings suggest that even though the state of Victoria offers a fair and transparent system of local law-making, there is still significant scope for more meaningful involvement from the community, as well as space for more effective enforcement of local laws. The stage is set for greater cross-jurisdictional reciprocal learning about local law-making between cities. Originality/value This paper offers meaningful and utilitarian insight for policy and law makers, academics and built environment professionals from relevant stakeholders on the operation and transparency of local law-making.
15
Reed, Richard. "The relationship between house prices and demographic variables." International Journal of Housing Markets and Analysis 9, no. 4 (October 3, 2016): 520–37. http://dx.doi.org/10.1108/ijhma-02-2016-0013.
Full textAbstract:
Purpose The process for examining the value of house prices in an urban city has given limited attention, if any, to demographic variables associated with urban geography. Although the disciplines of property/real estate and demography have moved closer, little progress has been made when modelling house prices using population-related data in the field of urban geography to explain the level of house prices. Design/methodology/approach This paper proposes an innovative model to examine the influence of population variables on the level of house prices. It used a two-stage approach as follows: principal components analysis (PCA) identified social dimensions from a range of demographic variables, which were then retained for further analysis. This information was sourced from two Australian Bureau of Statistics censuses undertaken involving all Melbourne residents during 1996, 2001, 2006 and 2011; multiple regression analysis examined the relationship between the retained factor scores from the PCA (as independent variables) and established residential house prices (as the dependent variable). Findings The findings confirm the demographic profile of each household, which is directly related to their decisions about housing location and house prices. Based on a case study of Melbourne, Victoria, it was demonstrated that households with specific demographic characteristics are closely related to a certain level of house prices at the suburban level. Originality/value This is an innovative study which has not been previously undertaken for an extended period of time to facilitate an analysis of change over time.
16
Ewedairo, Kolawole, Prem Chhetri, and Ferry Jie. "Estimating transportation network impedance to last-mile delivery." International Journal of Logistics Management 29, no. 1 (February 12, 2018): 110–30. http://dx.doi.org/10.1108/ijlm-10-2016-0247.
Full textAbstract:
Purpose The purpose of this paper is to measure and map the potential transportation network impedance to last-mile delivery (LMD) using spatial measures representing attributes of road network and planning controls. Design/methodology/approach The transport network impedance is estimated as the potential hindrance to LMD as imposed by the characteristics of the built and regulatory environment. A matrix of key transport and planning measures are generated and overlaid in geographical information systems to compute and visualise the levels of transportation network impedance to LMD using a composite indexing method. Findings The mapped outputs reveal significant spatial variation in transportation network impedance to LMD across different part of the study area. Significant differences were detected along the road segments that connect key industrial hubs or activity centres especially along tram routes and freight corridors, connecting the Port of Melbourne and logistic hub with the airport and the Western Ring Road. Research limitations/implications The use of static measures of transport and urban planning restricts the robustness of the impedance index, which can be enhanced through better integration of dynamic and real-time movements of business-to-business LMD of goods. Spatial approach is valuable for broader urban planning at a metropolitan or council level; however, its use is somewhat limited in assisting the daily operational planning and logistics decision making in terms of dynamic routing and vehicle scheduling. Practical implications The built and regulatory environment contributes to the severity of LMD problem in urban areas. The use of land use controls as instruments to increase city compactness in strategic nodes/hubs is more likely to deter the movement of urban freight. The mapped outputs would help urban planners and logisticians in mitigating the potential delay in last-mile deliveries through devising localised strategies such as dedicated freight corridors or time-bound deliveries in congested areas of road network. Originality/value This is the first study that measured the potential transport network impedance to LMD and improved understanding of the complex interactions between urban planning measures and LMD. Micro-scale mapping of transportation network impedance at the street level adds an innovative urban planning dimension to research in the growing field of city logistics.
17
Instone, Lesley. "Making the geologic with urban naturecultures: Life and nonlife on the Victorian Volcanic Plains grasslands of Melbourne, Victoria, Australia." Geoforum 106 (November 2019): 363–69. http://dx.doi.org/10.1016/j.geoforum.2018.06.019.
Full text
18
Cooke, R., R. Wallis, F. Hogan, J. White, and A. Webster. "The diet of powerful owls (Ninox strenua) and prey availability in a continuum of habitats from disturbed urban fringe to protected forest environments in south-eastern Australia." Wildlife Research 33, no. 3 (2006): 199. http://dx.doi.org/10.1071/wr05058.
Full textAbstract:
This study investigates the diet of six breeding pairs of powerful owls in the Yarra Valley Corridor in Victoria, Australia, and compares prey consumption with prey availability. The six sites represent a continuum of habitats, ranging from urban Melbourne, through the urban fringe interface to a more forested landscape. We found that powerful owls in the Yarra Valley Corridor are reliant almost exclusively on arboreal marsupial prey as their preferred diet, with 99% of their overall diet comprising four arboreal marsupial species. These four species (the common ringtail possum, common brushtail possum, sugar glider and greater glider) were also the most abundant species observed while spotlighting; however, their abundance varied along the continuum. There was a strong positive relationship with the presence of these species in the diet and their site-specific availability, indicating that the powerful owl is a generalist hunter, preying on the most available prey at a given site and in a given season. This study suggests that food resources are high in these disturbed urban fringe sites and it is unlikely that food availability in urban environments will limit the potential survival of urban powerful owls.
19
De Gruyter, Chris, Tayebeh Saghapour, Liang Ma, and Jago Dodson. "How does the built environment affect transit use by train, tram and bus?" Journal of Transport and Land Use 13, no. 1 (November 23, 2020): 625–50. http://dx.doi.org/10.5198/jtlu.2020.1739.
Full textAbstract:
While much research has explored the influence of the built environment on public transport use, little focus has been given to how this influence varies by public transport mode. Using a case study of Melbourne, this study assesses the influence of the built environment and other characteristics (transit service quality, demand management and socio-demographics) on commuting by train, tram and bus. Key findings indicate that the built environment has a significant influence, but with notable differences between individual public transport modes. Commuting by tram was found to have the strongest association with the explanatory variables, while bus had the weakest explanatory power. Differences in the geographical coverage of public transport services in Melbourne play a key role in explaining the influence of the built environment. Population density is positively associated with tram use, which operates in older, higher density environments, but is negatively associated with train and bus use. Furthermore, the association with land-use mix is only significant for train and tram use, as buses tend to operate in areas with greater land-use homogeneity. When focused on inner Melbourne only, the influence of the built environment is diluted, while distance to public transport becomes more significant. The findings have important implications for practice, not only in terms of improving transit demand forecasting but also in targeting changes to the built environment to leverage higher transit ridership by mode.
20
Mesfin, Biruk G., Daniel(Jian) Sun, and Bo Peng. "Impact of COVID-19 on Urban Mobility and Parking Demand Distribution: A Global Review with Case Study in Melbourne, Australia." International Journal of Environmental Research and Public Health 19, no. 13 (June 23, 2022): 7665. http://dx.doi.org/10.3390/ijerph19137665.
Full textAbstract:
The tremendous impact of the novel coronavirus (COVID-19) on societal, political, and economic rhythms has given rise to a significant overall shift from pre- to post-pandemic policies. Restrictions, stay-at-home regulations, and lockdowns have directly influenced day-to-day urban transportation flow. The rise of door-to-door services and the demand for visiting medical facilities, grocery stores, and restaurants has had a significant impact on urban transportation modal demand, further impacting zonal parking demand distribution. This study reviews the overall impacts of the pandemic on urban transportation with respect to a variety of policy changes in different cities. The parking demand shift was investigated by exploring the during- and post-COVID-19 parking policies of distinct metropolises. The detailed data related to Melbourne city parking, generated by the Internet of things (IoT), such as sensors and devices, are examined. Empirical data from 2019 (16 March to 26 May) and 2020 (16 March to 26 May) are explored in-depth using explanatory data analysis to demonstrate the demand and average parking duration shifts from district to district. The results show that the experimental zones of Docklands, Queensbery, Southbanks, Titles, and Princess Theatre areas have experienced a decrease in percentage change of vehicle presence of 29.2%, 36.3%, 37.7%, 23.7% and 40.9%, respectively. Furthermore, on-street level analysis of Princess Theatre zone, Lonsdale Street, Exhibition Street, Spring Street, and Little Bourke Street parking bays indicated a decrease in percentage change of vehicle presence of 38.7%, 56.4%, 12.6%, and 35.1%, respectively. In conclusion, future potential policymaking frameworks are discussed that could provide further guidance in stipulating epidemic prevention and control policies, particularly in relation to parking regulations during the pandemic.
21
Hogan, Fiona E., Marian Weaving, and Gregory R. Johnston. "Isolation and characterisation via 454 sequencing of microsatellites from the tawny frogmouth, Podargus strigoides (Class Aves, Family Podargidae)." Australian Journal of Zoology 60, no. 2 (2012): 133. http://dx.doi.org/10.1071/zo12062.
Full textAbstract:
We isolated 24 novel polymorphic microsatellite markers from the tawny frogmouth, a nocturnal bird endemic to Australia, which has successfully adapted to urban environments. Initially, 454 shotgun sequencing was used to identify 733 loci with primers designed. Of these, we trialled 30 in the target species of which all amplified a product of expected size. Subsequently, all 30 of these loci were screened for variation in 25 individuals, from a single population in Melbourne, Victoria, Australia. Twenty-eight loci were polymorphic with observed heterozygosity ranging from 0.03 to 0.96 (mean 0.58) and the number of alleles per locus ranged from 2 to 18 (average of 6.5); we confirmed that 24 loci conformed to Hardy–Weinberg expectations. The 24 loci identified here will be sufficient to unequivocally identify individuals and will be useful in understanding the reproductive ecology, population genetics and the gene flow amongst localities in urban environments where this bird thrives.
22
Davis, Jim, and Victor Emeljanow. "New Views of Cheap Theatres: Reconstructing the Nineteenth-Century Theatre Audience." Theatre Survey 39, no. 2 (November 1998): 53–72. http://dx.doi.org/10.1017/s0040557400010140.
Full textAbstract:
Our views about nineteenth-century London theatre audiences are often dominated by essentialist descriptions via which subjective impressions have been transmuted into received orthodoxy. In this article, with reference to topography, demography (based on the 1841–1861 censuses), police reports, and patterns of urban transportation, we are attempting to counter some of these received orthodoxies, using as our model a re-evaluation of what is meant by a “transpontine” or “Surrey-side” audience with reference to the Coburg (Victoria) and Surrey Theatres.
23
Stuart, John, and Ian Welch. "William Henry Fitchett: Methodist, Englishman, Australian, Imperialist." Social Sciences and Missions 21, no. 1 (2008): 57–72. http://dx.doi.org/10.1163/187489408x308037.
Full textAbstract:
AbstractHistorians of colonial Australia have long been fascinated by the effects of religious change on urban New South Wales and Victoria in the last quarter of the nineteenth century. This period, it is generally acknowledged, was one of evangelical revival amongst Anglicans and nonconformists alike. Well known (and sometimes world-renowned) evangelists from Great Britain and the United States invariably included cities such as Sydney and Melbourne on their international itineraries. But the local evangelical presence was strong; and this article focuses on William Henry Fitchett, a Melbourne-based evangelical Methodist clergyman who has largely escaped the attention of historians of religion. The reason he has done so is because he achieved fame in a rather different field: as a popular author of imperial histories and biographies. His published works sold in the hundreds of thousands. Yet he also wrote many serious works on religious matters. This article places Fitchett in the context of evangelical mission and revival within and beyond Australia, while also paying due attention to the influence of religion on his writing career. Les historiens de l'Australie coloniale ont longtemps été fascinés par les effets des transformations religieuses dans le monde urbain de New South Wales et Victoria durant le dernier quart du 19e siècle. Cette période est généralement considérée comme ayant été celle d'un Réveil évangélique parmi les Anglicans et les non-conformistes. Des évangélistes connus (et parfois mondialement connus) venus de Grande Bretagne et des Etats-Unis incluaient invariablement dans leurs périples internationaux des villes comme Sydney et Melbourne. Mais la présence évangélique locale était aussi forte, et cet article se concentre sur un pasteur de l'Eglise Méthodiste évangélique basé à Melbourne, William Henry Fitchett, qui a largement échappé à l'attention des historiens de la religion. La raison en est qu'il s'est rendu célèbre dans un domaine autre que religieux, à savoir comme auteur populaire d'histoires et biographies impériales. Les travaux qu'il a publiés se sont vendus par centaines de milliers d'exemplaires, mais il a aussi écrit des œuvres sérieuses sur des questions de religion. Le présent article replace Fitchett dans le contexte de la mission évangélique et du Réveil en Australie et au-delà, tout en se penchant sur la question de l'influence de la religion sur sa carrière d'auteur.
24
PICKARD, JOHN. "Wire Fences in Colonial Australia: Technology Transfer and Adaptation, 1842–1900." Rural History 21, no. 1 (March 5, 2010): 27–58. http://dx.doi.org/10.1017/s0956793309990136.
Full textAbstract:
AbstractAfter reviewing the development of wire fencing in Great Britain and the United States of America in the early nineteenth century, I examine the introduction of wire into Australia using published sources only. Wire was available in the colonies from the early 1850s. The earliest published record of a wire fence was on Phillip Island near Melbourne (Victoria) in 1842. Almost a decade passed before wire was used elsewhere in Victoria and the other eastern colonies. Pastoralists either sought information on wire fences locally or from agents in Britain. Local agents of British companies advertised in colonial newspapers from the early 1850s, with one exceptional record in 1839. Once wire was adopted, pastoralists rejected iron posts used in Britain, preferring cheaper wood posts cut from the property. The most significant innovation was to increase post spacings with significant cost savings. Government and the iron industry played no part in these innovations, which were achieved through trial-and-error by pastoralists. The large tonnages of wire imported into Australia and the increasing demand did not stimulate local production of wire, and there were no local wire mills until 1911.
25
Lan, Hongning, Kevin Ka-Lun Lau, Yuan Shi, and Chao Ren. "Improved urban heat island mitigation using bioclimatic redevelopment along an urban waterfront at Victoria Dockside, Hong Kong." Sustainable Cities and Society 74 (November 2021): 103172. http://dx.doi.org/10.1016/j.scs.2021.103172.
Full text
26
Keely, Claire C., Joshua M. Hale, Geoffrey W. Heard, Kirsten M. Parris, Joanna Sumner, Andrew J. Hamer, and Jane Melville. "Genetic structure and diversity of the endangered growling grass frog in a rapidly urbanizing region." Royal Society Open Science 2, no. 8 (August 2015): 140255. http://dx.doi.org/10.1098/rsos.140255.
Full textAbstract:
Two pervasive and fundamental impacts of urbanization are the loss and fragmentation of natural habitats. From a genetic perspective, these impacts manifest as reduced genetic diversity and ultimately reduced genetic viability. The growling grass frog ( Litoria raniformis ) is listed as vulnerable to extinction in Australia, and endangered in the state of Victoria. Remaining populations of this species in and around the city of Melbourne are threatened by habitat loss, degradation and fragmentation due to urban expansion. We used mitochondrial DNA (mtDNA) and microsatellites to study the genetic structure and diversity of L. raniformis across Melbourne's urban fringe, and also screened four nuclear gene regions (POMC, RAG-1, Rhod and CRYBA1). The mtDNA and nuclear DNA sequences revealed low levels of genetic diversity throughout remnant populations of L. raniformis . However, one of the four regions studied, Cardinia, exhibited relatively high genetic diversity and several unique haplotypes, suggesting this region should be recognized as a separate Management Unit. We discuss the implications of these results for the conservation of L. raniformis in urbanizing landscapes, particularly the potential risks and benefits of translocation, which remains a contentious management approach for this species.
27
Alqhatani, M., S. Setunge, and S. Mirodpour. "Can a polycentric structure affect travel behaviour? A comparison of Melbourne, Australia and Riyadh, Saudi Arabia." Journal of Modern Transportation 22, no. 3 (August 7, 2014): 156–66. http://dx.doi.org/10.1007/s40534-014-0054-y.
Full textAbstract:
Abstract This study models the impact of the shift from a monocentric private-car-oriented city to polycentric public-transport-oriented city. Metropolitan areas have suffered traffic problems—in particular increase in travel time and travel distance. Urban expansion, population growth and road network development have led to urban sprawl in monocentric cities. In many monocentric cities, travel time and distance has steadily increased and is only expected to increase in the future. Excessive travel leads to several problems such as air pollution, noise, congestion, reduction in productive time, greenhouse emissions, and increased stress and accident rates. This study examines the interaction of land use and travel. A model was developed and calibrated to Melbourne and Riyadh conditions and used for scenario analysis. This model included two parts: a spatial model and a transport model. The scenario analysis included variations of residential and activity distribution, as well as conditions of public transport service.
28
Walsh, Christopher J. "Biological indicators of stream health using macroinvertebrate assemblage composition: a comparison of sensitivity to an urban gradient." Marine and Freshwater Research 57, no. 1 (2006): 37. http://dx.doi.org/10.1071/mf05041.
Full textAbstract:
Biological indicators are increasingly being used as integrative measures of ecosystem health in streams, particularly indicators using macroinvertebrate assemblage composition. Several indicators of this type have been advocated, including biotic indices based on taxa sensitivities, richness indices and ratios of observed to expected taxa from models predicting assemblage composition in streams with little human impact (O/E scores). The present study aimed to compare the sensitivity of indicators of each of these types (all used for legislated objectives for stream protection in Victoria, Australia) to a gradient of urban disturbance in 16 streams in a small area in eastern Melbourne. The biotic index SIGNAL and number of Ephemeroptera, Plecoptera or Trichoptera families were the most sensitive indicators, whereas total number of families and O/E scores from Australian river assessment system (AUSRIVAS) models were least sensitive. Differences in sensitivity were not the result of sampling or taxonomic inadequacies. AUSRIVAS and similar models might be improved by using only predictor variables that are not affected by human impacts and by sounder approaches to model selection. Insensitivities of indicators and misclassification of sites by the Victorian objectives show that assessment of indicators against disturbance gradients is critical for setting management objectives based on biological indicators.
29
Leao, Simone, and Hisham Elkadi. "The Use of Public Transport in Coastal Australia: Modes of Travel to Work and Greenhouse Emissions." Advanced Materials Research 347-353 (October 2011): 4034–44. http://dx.doi.org/10.4028/www.scientific.net/amr.347-353.4034.
Full textAbstract:
Commuting to work is one of the most important and regular routines of transportation in towns and cities. From a geographic perspective, the length of people’s commute is influenced, to some degree, by the spatial separation of their home and workplace and the transport infrastructure. The rise of car ownership in Australia from the 1950s to the present was accompanied by a considerable decrease of public transport use. Currently there is an average of 1.4 persons per car in Australia, and private cars are involved in approximately 90% of the trips, and public transportation in only 10%. Increased personal mobility has fuelled the trend of decentralised housing development, mostly without a clear planning for local employment, or alternative means of transportation. Transport sector accounts for 14% of Australia’s net greenhouse gas emissions. Without further policy action, Australia’s emissions are projected to continue to increase. The Australian Federal Government and the new Department of Climate Change have recently published a set of maps showing that rising seas would submerge large parts of Victoria coastal region. Such event would lead to major disruption in planned urban growth areas in the next 50 years with broad scale inundation of dwellings, facilities and road networks. The Greater Geelong Region has well established infrastructure as a major urban centre and tourist destination and hence attracted the attention of federal and state governments in their quest for further development and population growth. As a result of its natural beauty and ecological sensitivity, scenarios for growth in the region are currently under scrutiny from local government as well as development agencies, scientists, and planners. This paper is part of a broad research in the relationship between transportation system, urban form, trip demand, and emissions, as a paramount in addressing the challenges presented by urban growth. Progressing from previous work focused on private cars, this present paper investigates the use of public transport as a mode for commuting in the Greater Geelong Region. Using a GIS based interaction model, it characterises the current use of the existing public transportation system, and also builds a scenario of increased use of the existing public transportation system, estimating potencial reductions in CO2 emissions. This study provides an improved understanding of the extent to which choices of transport mode and travel activity patterns, affect emissions in the context of regional networks. The results indicate that emissions from commuting by public transportation are significantly lower than those from commuting by private car, and emphasise that there are opportunities for large abatment in the greenhouse emissions from the transportation sector related to efforts in increasing the use of existing public transportation system.
30
Mohammad Harmay, Nurul Syahira, Daeun Kim, and Minha Choi. "Urban Heat Island associated with Land Use/Land Cover and climate variations in Melbourne, Australia." Sustainable Cities and Society 69 (June 2021): 102861. http://dx.doi.org/10.1016/j.scs.2021.102861.
Full text
31
Keeves, Jemma, Sandra C. Braaf, Christina L. Ekegren, Ben Beck, and Belinda J. Gabbe. "Access to Healthcare Following Serious Injury: Perspectives of Allied Health Professionals in Urban and Regional Settings." International Journal of Environmental Research and Public Health 18, no. 3 (January 29, 2021): 1230. http://dx.doi.org/10.3390/ijerph18031230.
Full textAbstract:
Barriers to accessing healthcare exist following serious injury. These issues are not well understood and may have dire consequences for healthcare utilisation and patients’ long-term recovery. The aim of this qualitative study was to explore factors perceived by allied health professionals to affect access to healthcare beyond hospital discharge for people with serious injuries in urban and regional Victoria, Australia. Twenty-five semi-structured interviews were conducted with community-based allied health professionals involved in post-discharge care for people following serious injury across different urban and regional areas. Interview transcripts were analysed using thematic analysis. Many allied health professionals perceived that complex funding systems and health services restrict access in both urban and regional areas. Limited availability of necessary health professionals was consistently reported, which particularly restricted access to mental healthcare. Access to healthcare was also felt to be hindered by a reliance on others for transportation, costs, emotional stress and often lengthy time of travel. Across urban and regional areas, a number of factors limit access to healthcare. Better understanding of health service delivery models and areas for change, including the use of technology and telehealth, may improve equitable access to healthcare.
32
Hudson, Paul, and Dennis Mills. "English Emigration, Kinship and the Recruitment Process: Migration from Melbourn in Cambridgeshire to Melbourne in Victoria in the Mid-Nineteenth Century." Rural History 10, no. 1 (April 1999): 55–74. http://dx.doi.org/10.1017/s0956793300001680.
Full textAbstract:
There are still comparatively few investigations which look, in detail, at who the rural English emigrants of the nineteenth century were, the villages and communities they came from, and the rural kinship and recruitment networks which supported their decision. Deficiencies in the published statistical returns, and the fact that good historical data about the English is mainly concerned with the first half of the nineteenth century, have not helped further emigration research. This has led to the situation whereby English emigration has been largely disregarded by some historians or, because British governments were initially preoccupied with emigration as a means of relieving distress, interpretations have tended to rest, precariously, on generalisations that English emigration was the product of economic dislocation. The dearth of historical studies is most striking if we note that, between 1853 and 1930, the English contributed over nine million emigrants to the European diaspora, that numerically they dominated Britain's non-Irish (English, Scottish and Welsh) emigration to most of the destinations available to them, and that the English have proved to be some of the most mobile and persistent of all international migrants.
33
Chessman, Bruce C., Nina Bate, Peter A. Gell, and Peter Newall. "A diatom species index for bioassessment of Australian rivers." Marine and Freshwater Research 58, no. 6 (2007): 542. http://dx.doi.org/10.1071/mf06220.
Full textAbstract:
The Diatom Index for Australian Rivers (DIAR), originally developed at the genus level, was reformulated at the species level with data from diatom sampling of rivers in the Australian Capital Territory, New South Wales, Queensland, South Australia and Victoria. The resulting Diatom Species Index for Australian Rivers (DSIAR) was significantly correlated with the ARCE (Assessment of River Condition, Environment) index developed in the Australian National Land and Water Resources Audit (NLWRA), and with nine of the ARCE’s constituent indices and sub-indices, across 395 river reaches in south-eastern Australia. These correlations were generally stronger than those shown by the biological index that was used to assess river condition in the NLWRA, the ARCB (Assessment of River Condition, Biota) index based on macroinvertebrates and the Australian River Assessment System (AUSRIVAS). At a finer spatial scale, DSIAR was strongly and significantly correlated with measures of catchment urbanisation for streams in the eastern suburbs of Melbourne, Victoria. DSIAR scores across south-eastern Australia bore little relationship to the latitude, longitude or altitude of sampling sites, suggesting that DSIAR is not greatly affected by macro-geographical position. In addition, DSIAR scores did not vary greatly among small-scale hydraulic environments within a site. DSIAR appears to have potential as a broad-scale indicator of human influences on Australian rivers, especially the effects of agricultural and urban land use, and also for impact studies at a local scale. Further evaluation is warranted to test the sensitivity of the index to natural variables such as catchment geology, and to assess its performance in northern, western and inland Australia.
34
Ellis, Joyce, John Walton, and R. A. Buchanan. "Emery Balint, Trevor Howells and Victoria Smyth, Warehouses and Woolstores of Victorian Sydney. Melbourne: Oxford University Press, 1982. 161 pp. Ills. £18.00." Urban History 12 (May 1985): 199–200. http://dx.doi.org/10.1017/s096392680000777x.
Full text
35
Rao, Fujie, and Elek Pafka. "Shopping morphologies of urban transit station areas: A comparative study of central city station catchments in Toronto, San Francisco, and Melbourne." Journal of Transport Geography 96 (October 2021): 103156. http://dx.doi.org/10.1016/j.jtrangeo.2021.103156.
Full text
36
Marks, CA, M. Nijk, F. Gigliotti, F. Busana, and RV Short. "Preliminary Field Assessment of a Cabergoline Baiting Campaign for Reproductive Control of the Red Fox (Vulpes Vulpes)." Wildlife Research 23, no. 2 (1996): 161. http://dx.doi.org/10.1071/wr9960161.
Full textAbstract:
The use of poison baiting in Australia to control foxes is impractical in urban areas and some wildlife reserves because of hazards to non-target animals. More acceptable methods of fox control in such environments are needed. Cabergoline is a dopamine agonist that has previously been demonstrated to have an abortifacient effect in cats (Felis catus) and dogs (Canis familiaris). The prolactin-inhibiting action of cabergoline may also result in cessation of lactation. Cabergoline has been shown to be completely palatable to foxes and is easily incorporated into a non-poisonous bait. The ability of bait-delivered cabergoline to effect the birth of viable fox cubs was tested in urban Melbourne and rural Bendigo, Victoria. A sample of 51 natal dens were chosen for this study on the basis that they had been active for 3 consecutive years (1991-93). 30 treatment dens were randomly selected and each treated once during August and again during September 1994 with 8 non-poisonous Foxoff baits containing 170 micro g of cabergoline and 200 mg of tetracycline to act as a biomarker. The remaining 21 dens were used as controls. Baits were randomly placed by burial within a 50-m radius of the den. Activity of all dens was assessed until December 1994 for direct/indirect signs of fox cubs. Bait uptake was >88% overall for the treatment dens. The resulting incidence of cubs was significantly lower in the treatment dens than in the controls. The potential for cabergoline to be used in urban areas and island populations as an adjunct to conventional control methods is discussed.
37
Serena, M., J. L. Thomas, G. A. Williams, and R. C. E. Officer. "Use of stream and river habitats by the platypus, Ornithorhynchus anatinus, in an urban fringe environment." Australian Journal of Zoology 46, no. 3 (1998): 267. http://dx.doi.org/10.1071/zo98034.
Full textAbstract:
Radio-telemetry was used to monitor movements and burrow usage by O. anatinus living in the Yarra River catchment, about 20 km east-north-east of the central business district of Melbourne, Victoria. The home ranges of six adult or subadult animals were 2.9–7.3 km (mean ± s.d. = 4.6 ± 1.6 km) long, with individuals travelling up to 10.4 km (males) and 4.0 km (females) in a single overnight period. The mean home-range length of adult/subadult animals was significantly greater than that of juveniles (1.4–1.7 km, mean ± s.d. = 1.55 ± 0.2 km, n = 2). The animals utilised two drainage channels as well as 11.8 km of natural waterways, including the Yarra River (5 km), Mullum Mullum Creek (4 km) and Diamond Creek (2.8 km). Several animals travelled repeatedly below one-lane and two-lane bridges, confirming that these structures are not inherent barriers to platypus movement. In total, 57 platypus burrows were described, including 26 along the river, 29 along the creeks and 2 along drains. The horizontal distance from the water’s edge to burrow chambers was 0.4–3.7 m (mean ± s.d. = 1.5 ± 0.9 m, n = 41), with burrows found only in banks extending ≥ 0.5 m above the water. Platypus burrows occurred significantly more often than expected along undercut banks and in association with moderate-to-dense vegetation overhanging the water, and significantly less often at sites where banks had a convex profile at water level. As well, the amount of cover provided along the bank by shrubs/small trees and the ground layer of vegetation was significantly greater than expected at platypus burrows along the river. These attributes are believed to help conceal burrow entrances from predators as well as reduce burrow damage through erosion.
38
Manivasakan, Hesavar, Riddhi Kalra, Steve O'Hern, Yihai Fang, Yinfei Xi, and Nan Zheng. "Infrastructure requirement for autonomous vehicle integration for future urban and suburban roads – Current practice and a case study of Melbourne, Australia." Transportation Research Part A: Policy and Practice 152 (October 2021): 36–53. http://dx.doi.org/10.1016/j.tra.2021.07.012.
Full text
39
Larue, Grégoire S., and Anjum Naweed. "Key considerations for automated enforcement of non-compliance with road rules at railway level crossings: The Laverton case in Victoria, Australia." Case Studies on Transport Policy 6, no. 4 (December 2018): 774–84. http://dx.doi.org/10.1016/j.cstp.2018.09.012.
Full text
40
Vodstrcil, Lenka A., Christopher K. Fairley, Deborah A. Williamson, Catriona S. Bradshaw, Marcus Y. Chen, and Eric P. F. Chow. "Immunity to hepatitis A among men who have sex with men attending a large sexual health clinic in Melbourne, Australia, 2012–2018." Sexually Transmitted Infections 96, no. 4 (March 13, 2020): 265–70. http://dx.doi.org/10.1136/sextrans-2019-054327.
Full textAbstract:
BackgroundOutbreaks of hepatitis A are being reported more commonly among men who have sex with men (MSM) globally. Australia has also reported a sharp increase in the number of cases of hepatitis A in 2017. This study aimed to determine the level of immunity to hepatitis A among MSM attending a large urban sexual health clinic in Victoria in the lead up to recent outbreak.MethodsThis was a retrospective audit of serological testing data from first-time MSM attendees at Melbourne Sexual Health Centre (MSHC) in Australia from 1 January 2012 to 31 December 2018. We determined the proportion of MSM who were tested and who had serological detection of hepatitis A IgG, stratified by age and calendar year. We used univariable and multivariable logistic regression to investigate factors associated with testing for and detection of hepatitis A IgG.ResultsThere were 16 609 first-time MSM attendees at MSHC over the 7-year period, of which 9718 (59%, 95% CI 58% to 60%) were tested for hepatitis A IgG. There was a 2% annual increase in the proportion of men tested (from 60% in 2012 to 69% in 2018; OR=1.02, 95% CI 1.00 to 1.03, p=0.025). Men born outside of Australia/New Zealand, and younger men <30 years had higher odds of being tested. Of those tested, 44% (n=4304, 95% CI 43% to 45%) had hepatitis A IgG detected at their first visit, with no change over time (OR=1.01, 95% CI 0.99 to 1.03, p=0.210). Detection of hepatitis A IgG was associated with being aged 30 years or older (adjusted OR=2.06, 95% CI 1.89 to 2.24, p<0.001) or being born overseas versus Australia/New Zealand (AOR=1.21, 95% CI 1.11 to 1.31, p<0.001).ConclusionHepatitis A immunity among MSM remains below the estimated 70% required to prevent outbreaks. Measures including increased testing and higher vaccination coverage are needed to prevent outbreaks and to limit the number of cases and deaths.
41
Chhetri, Prem, Tim Butcher, and Brian Corbitt. "Characterising spatial logistics employment clusters." International Journal of Physical Distribution & Logistics Management 44, no. 3 (April 1, 2014): 221–41. http://dx.doi.org/10.1108/ijpdlm-03-2012-0086.
Full textAbstract:
Purpose – The purpose of this paper is twofold. First to identify economic activities and broader spatial logistics functions that characterise an urban setting, and second to delineate significant spatial logistics employment clusters to represent the underlying regional geography of the logistics landscape. Design/methodology/approach – Using the four-digit Australian and New Zealand Standard Industrial Classification, industries “explicitly” related to logistics were identified and aggregated with respect to employment. A principal component analysis was conducted to capture the functional interdependence of inter-related industries and measures of spatial autocorrelation were also applied to identify spatial logistics employment clusters. Findings – The results show that the logistics sector accounts for 3.57 per cent of total employment and that road freight, postal services, and air and space transport are major employers of logistics managers. The research shows significant spatial clustering of logistics employment in the western and southern corridors of Melbourne, associated spatially with manufacturing, service industry and retail hubs in those areas. Research limitations/implications – This research offers empirically informed insights into the composition of spatial logistics employment clusters to regions that lack a means of production that would otherwise support the economy. Inability to measure the size of the logistics sector due to overlaps with other sectors such as manufacturing is a limitation of the data used. Practical implications – The research offers policymakers and practitioners an empirically founded basis on which decisions about future infrastructure investment can be evaluated to support cluster development and achieve economies of agglomeration. Originality/value – The key value of this research is the quantification of spatial logistics employment clusters using spatial autocorrelation measures to empirically identify and spatially contextualize logistics hubs.
42
Dobbie, Meredith Frances. "Typing Colonial Perceptions of Carrum Carrum Swamp: The Expected and the Surprising." Land 11, no. 2 (February 18, 2022): 311. http://dx.doi.org/10.3390/land11020311.
Full textAbstract:
Carrum Carrum Swamp was a vast wetland to the south-east of Melbourne, Victoria, Australia, at the time that it was first sighted by white colonists in 1803. By 1878, the colonists had commenced converting the swamp to dry land for agricultural and horticultural pursuits, and 100 years later it was predominantly residential land. Shifting values in the 1970s led to environmental concerns about water quality in local creeks and Port Phillip Bay and subsequent residential development on the former swamp included the construction of stormwater treatment wetlands. Perceptions of wetlands are now diverse, including positive perceptions that support their presence in urban settings. In contrast, traditionally, wetlands have been perceived negatively, as waste lands, leading to their drainage. Nevertheless, alternative, perhaps positive, perceptions could have existed, only to be overwhelmed by the negative perceptions driving drainage. Understanding the full range of past perceptions is important to ensure that the historical record is correct and to provide historical context to contemporary perceptions of wetlands. It will better equip natural resource managers and designers and managers of constructed wetlands in urban locations to ensure that wetlands are healthy, functioning and appreciated by their local and wider communities. Thus, the perceptions of Carrum Carrum Swamp by colonists from 1803 to 1878 were examined through qualitative content analysis of historical documents, and a typology was developed. Seven different perceptions were identified: scientific, premodern, exploitative, romantic, aesthetic, medico-mythic and ecological. Most could be traced to the colonists’ predominantly British heritage, but one perception arose in the colony in response to the specific environmental conditions that the colonists encountered. This ecological perception valued wetlands as places of predictable water supply in a land of unpredictable rainfall. It recognised wetlands as part of a broader hydrological system, with influences on the local climate. Its proponents promoted the need for a different approach to the management of wetlands than in Britain and Europe. Nevertheless, a dominant exploitative perception prevailed, leading to the drainage of Carrum Carrum Swamp. The typology developed in this study will be useful for exploring perceptions of other wetlands, both colonial and contemporary.
43
Green, Ray, Piyush Tiwari, Jyoti Rao, and Ricki Hersburgh. "Strategies used by developers in seeking EnviroDevelopment certification for “sustainable” master-planned residential developments in Victoria, Australia." International Journal of Housing Markets and Analysis 11, no. 3 (June 4, 2018): 557–72. http://dx.doi.org/10.1108/ijhma-08-2017-0074.
Full textAbstract:
Purpose The purpose of this study was to explore strategies used by developers of master-planned housing development projects in Victoria, Australia, for obtaining certification under the Urban Development Institute of Australia’s (UDIA) EnviroDevelopment (ED) sustainable development certification programme. To be awarded ED certification, a development must demonstrate that it meets the assessment criteria within at least four of the six ED “leaves”. These leaves relate to its performance in terms of energy, water, materials, waste, community and ecosystems. This study explored how developers make choices regarding sustainability features they build into the planning, design and management of their developments to gain the leaves needed for ED certification. Having this certification is valued by developers as it can be used to demonstrate the sustainability credentials of their developments to potential house buyers, the validity of which is backed up by a trusted independent non-profit organisation (UDIA). Design/methodology/approach The study sought to quantify the preferential weightings of nine developers in selecting ED “leaves” and the strategies they use for meeting the assessment criteria needed to obtain selected ED leaves. This was done using a novel data collection and analysis method, the analytical hierarchical process (AHP), which relies on respondents, in this case, developers of ED certified development projects, making pairwise comparisons between choices of different development factors associated with the different ED “leaves”. Findings The most highly preferred ED leaves were found to be community, energy and ecosystems. “Community facilities” and “on-site transportation” were the two most highly weighted factors associated with the community leaf. Energy, the next most preferred leaf, was most highly weighted on “saving on operational costs” for the consumers (home buyers). Here consumer demand factors seem to be driving preferences. The ecology leaf was the next most preferred, with “existing site conditions” being the most highly weighted factor for this leaf. For sites that already contain significant areas of indigenous habitat, such as wetlands, selecting this leaf would seem to be an attractive, and potentially lower cost, option. Existing ecologically significant natural areas that are preserved, and where necessary enhanced, can be used for marketing purposes and serve in fulfilling planning open-space contribution requirements. The developers were more indifferent to the water, waste and materials leaves; however, the water leaf was rated slightly higher than the other two and was most strongly associated with “recycled water” and opportunities for “water conservation”, another example of demand factors driving preferences. Originality/value The results of this study reveal the preferences of a small sample of developers in terms of how they weigh different factors in making decisions about acquiring sustainability certification for residential master-planned development projects through the UDIA’S ED programme. The findings provide insight into the types of decisions developers make in the process of seeking ED certification, which includes considerations of site characteristics, costs, predicted effectiveness of different interventions and usefulness for marketing and other factors in terms of which ED leaves to pursue and how to acquire them to gain ED certification. The study also tested the AHP method as a methodological tool for addressing this question. Modifications in how data are collected using the on-line survey can be made to allow the method to be more easily used with larger respondent sample sizes. Collection of more focussed data elicited from respondents with specific areas of expertise, for example, specialists in energy, water, landscape architecture and planning, ecology and other relevant areas of knowledge, should also been considered.
44
Bugaje, Aminu, Mathias Ehrenwirth, Christoph Trinkl, and Wilfried Zörner. "Electric Two-Wheeler Vehicle Integration into Rural Off-Grid Photovoltaic System in Kenya." Energies 14, no. 23 (November 29, 2021): 7956. http://dx.doi.org/10.3390/en14237956.
Full textAbstract:
In both rural and urban areas, two-wheeler vehicles are the most common means of transportation, contributing to local air pollution and greenhouse gas emissions (GHG). Transitioning to electric two-wheeler vehicles can help reduce GHG emissions while also increasing the socioeconomic status of people in rural Kenya. Renewable energy systems can play a significant role in charging electric two-wheeled vehicles, resulting in lower carbon emissions and increased renewable energy penetration in rural Kenya. As a result, using the Conventional and Renewable Energy Optimization (CARNOT) Toolbox in the MATLAB/Simulink environment, this paper focuses on integrating and modeling electric two-wheeled vehicles (e-bikes) into an off-grid photovoltaic Water-Energy Hub located in the Lake Victoria Region of Western Kenya. Electricity demand data obtained from the Water-Energy Hub was investigated and analyzed. Potential solar energy surplus was identified and the surplus was used to incorporate the electric two-wheeler vehicles. The energy consumption of the electric two-wheeler vehicles was also measured in the field based on the rider’s driving behavior. The modeling results revealed an annual power consumption of 27,267 kWh, a photovoltaic (PV) electricity production of 37,785 kWh, and an electricity deficit of 370 kWh. The annual results show that PV generation exceeds power consumption, implying that there should be no electricity deficit. The results, however, do not represent the results in hourly resolution, ignoring the impact of weather fluctuation on PV production. As a result, in order to comprehend the electricity deficit, hourly resolution results are shown. A load optimization method was designed to efficiently integrate the electric 2-wheeler vehicle into the Water-Energy Hub in order to alleviate the electricity deficit. The yearly electricity deficit was decreased to 1 kWh and the annual electricity consumption was raised by 11% (i.e., 30,767 kWh), which is enough to charge four more electric two-wheeler batteries daily using the load optimization technique.
45
Parker, Albert. "Melbourne urban heat island contamination of temperature trend maps in Victoria, Australia." Nonlinear Engineering 2, no. 1-2 (January 2013). http://dx.doi.org/10.1515/nleng-2013-0006.
Full text
46
Needham, Cindy, Claudia Strugnell, Steven Allender, and Liliana Orellana. "Beyond food swamps and food deserts: exploring urban Australian food retail environment typologies." Public Health Nutrition, January 13, 2022, 1–13. http://dx.doi.org/10.1017/s136898002200009x.
Full textAbstract:
Abstract Objective: ‘Food deserts’ and ‘food swamps’ are food retail environment typologies associated with unhealthy diet and obesity. The current study aimed to identify more complex food retail environment typologies and examine temporal trends. Design: Measures of food retail environment accessibility and relative healthy food availability were defined for small areas (SA2s) of Melbourne, Australia, from a census of food outlets operating in 2008, 2012, 2014 and 2016. SA2s were classified into typologies using a two-stage approach: (1) SA2s were sorted into twenty clusters according to accessibility and availability and (2) clusters were grouped using evidence-based thresholds. Setting: The current study was set in Melbourne, the capital city of the state of Victoria, Australia. Subjects: Food retail environments in 301 small areas (Statistical Area 2) located in Melbourne in 2008, 2012, 2014 and 2016. Results: Six typologies were identified based on access (low, moderate and high) and healthy food availability including one where zero food outlets were present. Over the study period, SA2s experienced an overall increase in accessibility and healthiness. Distribution of typologies varied by geographic location and area-level socio-economic position. Conclusion: Multiple typologies with contrasting access and healthiness measures exist within Melbourne and these continue to change over time, and the majority of SA2s were dominated by the presence of unhealthy relative to healthy outlets, with SA2s experiencing growth and disadvantage having the lowest access and to a greater proportion of unhealthy outlets.
47
May, Peter, Stephen Livesley, and Ian Shears. "Managing and Monitoring Tree Health and Soil Water Status During Extreme Drought in Melbourne, Victoria." Arboriculture & Urban Forestry 39, no. 3 (May 1, 2013). http://dx.doi.org/10.48044/jauf.2013.019.
Full textAbstract:
Drought can lead to mortality in urban tree populations. The City of Melbourne, Victoria, Australia, manages a large population of trees that provide important ecosystem services and cultural heritage values. Between 1997 and 2009 Melbourne was affected by a serious drought resulting in significant tree health decline. Elms and planes in particular, were badly affected. This paper presents data from a survey of tree health status, and of studies of retrofitted buried drip line irrigation. A study of soil wetting in autumn of 2009 found that the use of drip irrigation had, in most cases, little or no effect on soil moisture levels and a modeled study of tree water use showed that water delivered by drip irrigation provided only a fraction of the water required by a mature tree. By contrast, drip irrigation in late winter was able to recharge soil moisture levels. Mechanisms responsible for the decline in tree health seen during the drought are discussed. While the drought has temporarily been alleviated, climate change scenarios for southern Australia suggest that increased rainfall variability and drought events will be more common. The experiences gained during the recent drought event provide useful information for urban tree managers planning for the future.
48
Reggiani, Giulia, Tim van Oijen, Homayoun Hamedmoghadam, Winnie Daamen, Hai L. Vu, and Serge Hoogendoorn. "Understanding bikeability: a methodology to assess urban networks." Transportation, June 7, 2021. http://dx.doi.org/10.1007/s11116-021-10198-0.
Full textAbstract:
AbstractA fully separated bicycle network from vehicular traffic is not realistic even for the most bicycle-friendly cities. Thus, all around the world urban cycling entails switching between streets of different safety, convenience, and comfort levels. As a consequence, the quality of bicycle networks should be evaluated not based on one but multiple factors and by considering the different user preferences regarding these factors. More comprehensive methodologies to assess urban bicycle networks are essential to the operation and planning of modern city transportation. This work proposes a multi-objective methodology to assess—what we refer to as—bikeability between origin–destination locations and over the entire network, useful for evaluation and planning of bicycle networks. We do so by introducing the concept of bikeability curves which allows us to assess the quality of cycling in a city network with respect to the heterogeneity of user preferences. The application of the proposed methodology is demonstrated on two cities with different bike cultures: Amsterdam and Melbourne. Our results suggest the effectiveness of bikeability curves in describing the characteristic features and differences in the two networks.
49
De Gruyter, Chris, and Graham Currie. "Valuing Public Transport Customer Amenities: International Transit Agency Practice." Journal of Public Transportation 22, no. 1 (January 2020). http://dx.doi.org/10.5038/2375-0901.22.1.2.
Full textAbstract:
Public transport customer amenities cover a range of measures that can enhance the quality of the passenger experience, such as information provision and station quality. While much research has determined the value that users place on amenities, there is little understanding of current practice in the use of customer amenity valuations in project appraisal. A survey of transit agencies in 11 cities (Melbourne, Sydney, Brisbane, Perth, Auckland, London, Paris, Toronto, Vienna, Oslo and Singapore) was undertaken showing that Australasian cities, albeit Melbourne, generally have widespread inclusion of customer amenities as part of advanced appraisals for all relevant types of public transport projects. Australasian practice tends to include customer amenities more frequently in project appraisal than London, Singapore and Oslo. Paris, Toronto and Vienna, although they adopt advanced appraisals for some projects, rarely (if at all) include customer amenities in these appraisals. While agencies generally use published sources of customer amenity values specific to their country, Toronto and Singapore tend to use customer amenity values from London, highlighting a lack of local customer amenity values.
50
Thornton, Lukar E., Ralf-Dieter Schroers, Karen E. Lamb, Mark Daniel, Kylie Ball, Basile Chaix, Yan Kestens, Keren Best, Laura Oostenbach, and Neil T. Coffee. "Operationalising the 20-minute neighbourhood." International Journal of Behavioral Nutrition and Physical Activity 19, no. 1 (February 12, 2022). http://dx.doi.org/10.1186/s12966-021-01243-3.
Full textAbstract:
Abstract Background Recent rapid growth in urban areas and the desire to create liveable neighbourhoods has brought about a renewed interest in planning for compact cities, with concepts like the 20-minute neighbourhood (20MN) becoming more popular. A 20MN broadly reflects a neighbourhood that allows residents to meet their daily (non-work) needs within a short, non-motorised, trip from home. The 20MN concept underpins the key planning strategy of Australia’s second largest city, Melbourne, however the 20MN definition has not been operationalised. This study aimed to develop and operationalise a practical definition of the 20MN and apply this to two Australian state capital cities: Melbourne (Victoria) and Adelaide (South Australia). Methods Using the metropolitan boundaries for Melbourne and Adelaide, data were sourced for several layers related to five domains: 1) healthy food; 2) recreational resources; 3) community resources; 4) public open space; and 5) public transport. The number of layers and the access measures required for each domain differed. For example, the recreational resources domain only required a sport and fitness centre (gym) within a 1.5-km network path distance, whereas the public open space domain required a public open space within a 400-m distance along a pedestrian network and 8 ha of public open space area within a 1-km radius. Locations that met the access requirements for each of the five domains were defined as 20MNs. Results In Melbourne 5.5% and in Adelaide 7.6% of the population were considered to reside in a 20MN. Within areas classified as residential, the median number of people per square kilometre with a 20MN in Melbourne was 6429 and the median number of dwellings per square kilometre was 3211. In Adelaide’s 20MNs, both population density (3062) and dwelling density (1440) were lower than in Melbourne. Conclusions The challenge of operationalising a practical definition of the 20MN has been addressed by this study and applied to two Australian cities. The approach can be adapted to other contexts as a first step to assessing the presence of existing 20MNs and monitoring further implementation of this concept.